U.S. patent number 6,138,749 [Application Number 09/169,899] was granted by the patent office on 2000-10-31 for automotive air-conditioner with vent and air-mixing door interlocking mechanism.
This patent grant is currently assigned to Denso Corporation. Invention is credited to Takayoshi Kawai, Hiroshi Nonoyama.
United States Patent |
6,138,749 |
Kawai , et al. |
October 31, 2000 |
Automotive air-conditioner with vent and air-mixing door
interlocking mechanism
Abstract
A motor vehicle air-conditioner having a structure that reduces
production costs. Main and sub air-mixing doors and an inner-air
FOOT door are mechanically interlocked with a single air-mixing
door actuator. The shape of an engagement hole of a main link plate
of a door-interlock device is formed to correspond to an operation
pattern to rotate the main and sub air-mixing doors from MAX COOL
to MAX HOT in an interval where a servomotor opening degree is from
0% to 80%. The shape of an engagement hole of a main link plate is
such that the plate functions as a lost motion link plate that
corresponds to an operation pattern to rotate the inner-air FOOT
door from a fully closed state to a fully open state in an interval
where the servomotor opening degree is from 80% to 100%. As a
result, opening of the inner-air FOOT door becomes difficult even
when the main and sub air-mixing doors are opened, and so leakage
of conditioned air from a foot vent can be prevented.
Inventors: |
Kawai; Takayoshi (Hoi-gun,
JP), Nonoyama; Hiroshi (Toyota, JP) |
Assignee: |
Denso Corporation (Kariya,
JP)
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Family
ID: |
17597702 |
Appl.
No.: |
09/169,899 |
Filed: |
October 12, 1998 |
Foreign Application Priority Data
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Oct 13, 1997 [JP] |
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9-278464 |
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Current U.S.
Class: |
165/204; 165/42;
165/43; 237/12.3A; 237/12.3B; 454/121; 454/126; 454/156 |
Current CPC
Class: |
B60H
1/00064 (20130101); B60H 1/00842 (20130101); B60H
2001/00085 (20130101); B60H 2001/00107 (20130101) |
Current International
Class: |
B60H
1/00 (20060101); F25B 029/00 () |
Field of
Search: |
;165/42,43,204
;454/121,126,156,161 ;237/12.3A,12.3B |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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0123520 |
|
Sep 1980 |
|
JP |
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5-124426 |
|
May 1993 |
|
JP |
|
Primary Examiner: Ford; John K.
Attorney, Agent or Firm: Harness, Dickey & Pierce,
PLC
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATION
This application is related to, and claims priority from, Japanese
Patent Application Hei. 9-278464.
Claims
What is claimed is:
1. An automobile air conditioner for conditioning air to be blown
into an automobile passenger compartment, comprising:
a housing defining first and second intake ports for receiving air
supplied from within, and outside of, the passenger compartment
respectively, and a plurality of vents for outputting conditioned
air into the passenger compartment;
a heat exchanger for heating the supplied air;
an air bypass device that is operative to cause a predetermined
quantity of the supplied air to bypass the heat exchanger;
a vent-switching device that is operative to selectively open or
close one or more of the plurality of vents;
a linkage mechanism that interconnects the vent-switching device
and the air bypass device; and
an actuator in communication with the linkage mechanism that
selectively actuates the air bypass device, the vent-switching
device, or both the air bypass device and the vent-switching
device, via the linkage mechanism;
the vent-switching device being connected to the linkage mechanism
via a lost motion linkage plate so that the vent-switching device
is maintained in place during actuation of the air bypass device in
response to a predetermined operating mode;
wherein the housing further defines a warm air passage for causing
air to pass through and to be heated by the heat exchanger, a cold
air bypass passage for causing air to bypass the heat exchanger
device, a mixing chamber in which both the air from the warm air
passage and the air from the cold air bypass passage are mixed
before being output into the passenger compartment, and a warm air
bypass passage for causing the air heated by the heat exchanger to
bypass the mixing chamber and to be output directly to the
passenger compartment.
2. The automobile air conditioner of claim 1, wherein the air
bypass device comprises first and second air-mixing doors operative
to control air flow through the warm air passage and the cold air
bypass passage, respectively, in response to a selected operating
mode and sensed operating conditions; and
the vent-switching device comprises a vent door operative to
control air flow through the warm air bypass passage in response to
the selected operating mode and the sensed operating
conditions.
3. The automobile air conditioner of claim 2, wherein the actuator
displaces the vent door only when the actuation level reaches a
predetermined displacement quantity.
4. An automotive air conditioner, comprising:
an air-conditioner case having a face vent for blowing conditioned
air toward the head and chest area of a rider, a foot vent for
blowing conditioned air toward the feet of a rider, and a defroster
vent for blowing conditioned air toward an inner surface of a
vehicle window glass;
inlet port switching means having an inside air inlet port and an
outside air inlet port for opening and closing said inside an air
inlet port and said outside air inlet port, said inside air inlet
port for introducing an inside air to said air conditioner-case,
said outside air inlet port for introducing an outside air to said
air-conditioner case;
a heat exchanger to heat air flowing within said air-conditioner
case;
a communicating passage communicating an air downstream side of
said heat exchanger and said foot vent;
an air mixing door to regulate an air quantity passing through said
heat exchanger and an air quantity bypassing said heat
exchanger;
a vent switching door to selectively open or close said
communicating passage and at least one of said face vent, said foot
vent and said defroster vent;
a single actuator to drive at least said air mixing door and said
vent switching door;
interconnecting means to cause said air-mixing door and said vent
switching door to be mechanically interlocked with said
actuator;
an air passage within said air conditioner case is partitioned to
form a first air passage to induct inside air introduced by
operating said inlet port switching means to said foot vent, and a
second air passage to induct outside air introduced by operating
said inlet port switching means to said defroster vent when said
foot vent and said defroster vent are both simultaneously opened,
when said air mixing door is operated at a location where said air
quantity passing through said heat exchanger is maximized and a
maximum heating state is established.
5. The automotive air conditioner of claim 4, further
comprising:
means for determining a target displacement quantity of the
actuator; and
means for controlling the actuator so that an actual displacement
quantity of the actuator becomes a target displacement quantity
determined by the determining means, wherein:
the vent-switching door is an inner-air foot door to open and close
a communicating passage communicating an air downstream side of the
first heating portion of the heat exchanger and the foot vent;
and
the door-interconnecting means is provided with a first linkage
providing a first operation pattern to cause the air-mixing door to
be displaced from a fully closed state to a fully open state such
that a target displacement quantity of the actuator is between a
first predetermined value and a second predetermined value larger
than the first predetermined value, and a second linkage providing
a second operation pattern to cause the vent-switching door to be
displaced from a fully closed state to a fully open state wherein a
target displacement quantity of the actuator is between a second
predetermined value and a third predetermined value larger than the
first predetermined value.
6. The automotive air conditioner of claim 5, wherein the
determining means comprises:
means for detecting inner-air temperature to detect temperature
within a passenger compartment;
means for setting temperature within the passenger compartment to a
desired temperature; and
means for calculating target vent temperature of air blown into the
passenger compartment from the air-conditioner case based on at
least an inner-air temperature detected by the
temperature-detecting means and a set temperature set by the
temperature-setting means, wherein further:
a target displacement quantity of the actuator is calculated based
on a target vent temperature calculated by the target-calculating
means.
7. The automotive air conditioner of claim 6, wherein:
the target-determining means varies a calculation characteristic of
a target displacement quantity of the actuator so that the
inner-air foot door is more difficult to open when a vent mode is
other than a foot mode or a foot-defroster mode.
8. The automotive air conditioner of claim 6, wherein:
the determining means varies a calculation characteristic of a
target displacement quantity of the actuator so that the inner-air
foot door is more difficult to open when an intake mode is an
intake mode other than a bi-level mode to open the inner-air intake
port and the outer-air intake port.
9. The automotive air conditioner of claim 4, further
comprising:
means for determining a target displacement quantity of the
actuator; and
means for controlling the actuator so that an actual displacement
quantity of the actuator becomes a target displacement quantity
determined by the target-determining means, wherein:
the vent-switching door opens and closes the face vent; and
the door-interconnecting means is provided with a first linkage
providing a first operation pattern to cause the vent-switching
door to be displaced from a fully closed state to a fully open
state wherein a target displacement quantity of the actuator is
between a first predetermined value, and a second linkage providing
a second operation pattern to cause the air-mixing door to be
displaced from a fully closed state to a fully open state wherein a
target displacement quantity of the actuator is between a second
predetermined value and a third predetermined value larger than the
first predetermined value.
10. The automobile air conditioner of claim 4 wherein, the
interconnecting means connects the air-mixing door and the
vent-switching door to an output shaft of a power source, the
interlocking means comprising:
an air-mixing door linking mechanism to move the air-mixing door
between an opened and a closed position;
a first output lever connected at one end to the output shaft and
at another end to the air-mixing door linking mechanism to transfer
a motive force from the output shaft to the air-mixing door linking
mechanism to move the air-mixing door between the opened and the
closed position;
a vent-switching door linking mechanism operative to move the
vent-switching door between an opened and a closed position;
and
a second output lever connected at one end to the output shaft and
at another end to the vent-switching door linking mechanism to
transfer the motive force from the output shaft to the
vent-switching door to move the vent-switching door between the
opened and the closed position;
the vent-switching door linking mechanism including a lost-motion
link plate that causes the vent-switching door to be maintained in
place when the air-mixing door linking mechanism is operative to
move the air-mixing door in response to a first operating mode, and
that causes the vent-switching door to be moved when the air-mixing
door linking mechanism is operative to move the air-mixing door in
response to a second operating mode.
Description
BACKGROUND
1. Technical Field
This invention relates generally to automotive air conditioners,
and more particularly to an automotive air conditioner provided
with an inner/outer-air bi-level unit including a partitioning
member that forms a first air passage to introduce
passenger-compartment inner air and a second air passage to
introduce passenger-compartment outer air.
2. Discussion
In a conventional automotive air conditioner, the temperature of
engine coolant water supplied to a heat exchanger does not rise
sufficiently during winter. This condition is due largely to a drop
in engine generated-heat as a result of the improvement in
automotive fuel-consumption performance. Therefore, heating
capacity within a passenger compartment becomes insufficient, and
adequate heating is not obtained.
To avoid the above-described condition, one type of conventional an
automotive air conditioner is provided with an inner/outer-air
bi-level unit. The air conditioner ducts already-warmed
passenger-compartment inner air to a first inner air passage,
re-heats the inner air with a heat exchanger for heating use, and
thereafter blows the inner air into the passenger compartment from
a foot vent. The air conditioner also ducts low-humidity outer air
to within a second outer air passage partitioned from the first air
passage, reheats the outer air with the heat exchanger, and
thereafter blows the outer air into the passenger compartment from
a defroster vent when a vent mode is a foot mode or a
foot-defroster mode.
This inner/outer-air bi-level unit also includes first and second
air-mixing doors to regulate the quantity of air passing through
the heat exchanger and the quantity of air bypassing the heat
exchanger in each of the first and second air passages. An
inner-air foot door is disposed in a passage communicating the
first air passage and the foot vent, and opens the communicating
passage when conditioned air is blown from the foot vent. This
inner-air foot door is structured to open fully only when the vent
mode of the inner/outer-air bi-level unit is an inner/outer-air
bi-level mode, and to close fully during other outer-air induction
modes or inner-air recirculation modes.
However, the above-proposed inner/outer-air bi-level configuration
requires an actuator such as a servomotor to rotate the first and
second air-mixing doors and an actuator such as a servomotor to
rotate the inner-air foot door. Because of this, the number of door
actuators becomes large, and control use wiring layout complexity
and product cost increases.
To reduce product cost, the first and second air-mixing doors and
the inner-air foot door may be interlocked with one actuator to
drive the doors. In this case, when the first and second air-mixing
doors begin to open, the inner-air foot door also begins to open,
irrespectively of what the vent mode may be, and so conditioned air
leaks from the foot vent even during a vent mode where conditioned
air from the foot mode is unnecessary (for example the face mode or
the defroster mode), which a rider may misinterpret as air
conditioner breakdown or faulty operation.
In a case such as the foregoing where a single actuator is
mechanically interlocked with the first and second air-mixing doors
and the inner-air foot door, delaying the timing with which the
inner-air foot door begins to open beyond the timing with which the
first and second air-mixing doors begin to open may be
considered.
However, when the outside temperature is moderate, such as in the
spring or autumn, or when the temperature of the engine coolant
water supplied to the heat exchanger is a predetermined temperature
(for example 60.degree. C.) or less (in the interval until the
predetermined coolant-water temperature is reached after starting
the engine), the first and second air-mixing doors assume a fully
open state (the so-termed MAX HOT position) even when the vent mode
is the face mode. Because of this, leakage of conditioned air from
the foot vent cannot necessarily be prevented, even when the timing
with which the inner-air foot door begins to open is delayed beyond
the timing with which the first and second air-mixing doors begin
to open.
SUMMARY OF THE INVENTION
It is an object of this invention to provide an automotive air
conditioner that reduces product cost by mechanically interlocking
an air-mixing door and an inner-air foot door with a single
actuator. It is a further object of this invention to provide an
automotive air conditioner that prevents leakage of conditioned air
from a foot vent by causing opening of an inner-air foot door to be
difficult even when opening the first and second air-mixing
doors.
Accordingly, the present invention provides an automotive air
conditioner in which the number of actuators driving various doors
is reduced, and layout of wiring for control use is simplified, by
mechanically interlocking a vent-switching door with a
door-interconnecting unit to switch a vent mode and selectively
open and close an air-mixing door to regulate blowing temperature
of conditioned air blown within a passenger compartment from vents
of an air-conditioner case and at least one vent with a single
actuator. Therefore, product cost is reduced.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a sectional view indicating an inner/outer-air bi-level
mode of an inner/outer-air switching unit and a centrifugal blower
of an air-conditioning unit according to a first embodiment of the
present invention;
FIG. 2 is a sectional view indicating the inner/outer-air bi-level
mode of an intake-port switching unit of the air-conditioning unit
according to the first embodiment;
FIG. 3 is a sectional view indicating an outer-air introduction
mode of the inner/outer-air switching unit and the centrifugal
blower of the
air-conditioning unit according to the first embodiment;
FIG. 4 is a sectional view indicating an outer-air introduction
mode of the intake-port switching unit of the air-conditioning unit
according to the first embodiment;
FIG. 5 is a front view depicting an instrument panel of a hybrid
automobile according to the first embodiment;
FIGS. 6A and 6B are plan views depicting a door-interlock device of
main and sub air-mixing doors and a inner-air FOOT door according
to the first embodiment;
FIG. 7 is a characteristic diagram indicating the degree of opening
of an inner-air FOOT door and a main and sub air-mixing door with
respect to the degree of opening of a servomotor, according to the
first embodiment;
FIG. 8 is a block diagram indicating a control system for the air
conditioner according to the first embodiment;
FIG. 9 is a plan view depicting a control panel according to the
first embodiment;
FIG. 10 is a flow diagram indicating basic control processing by an
air-conditioner ECU according to the first embodiment;
FIG. 11 is a characteristic diagram indicating the relationship
between target blown-air temperature and blower voltage according
to the first embodiment;
FIG. 12 is a characteristic diagram indicating the relationship
between target blown-air temperature and intake-port mode according
to the first embodiment;
FIG. 13 is a characteristic diagram indicating the relationship
between target blown-air temperature and vent mode according to the
first embodiment;
FIG. 14 is a flow diagram indicating control processing for
servomotor opening-degree determination according to the first
embodiment;
FIG. 15 is a characteristic diagram indicating a first operation
pattern according to the first embodiment;
FIG. 16 is a characteristic diagram indicating a second operation
pattern according to the first embodiment;
FIG. 17 is a graph indicating actual blowing temperature versus the
main and sub air-mixing door opening degree according to the first
embodiment; and
FIG. 18 is a flow diagram indicating control processing for
servomotor opening-degree determination according to a second
embodiment.
DETAILED DESCRIPTION OF THE PRESENT INVENTION
FIGS. 1-17 depict a first embodiment of this invention. FIG. 1
through FIG. 4 are drawings indicating an air-conditioning unit,
and FIG. 5 is a drawing indicating an instrument panel of a hybrid
automobile.
The air conditioner for the hybrid-automobile use according to this
embodiment is an automotive air conditioner structured to maintain
the temperature within the passenger compartment at a set
temperature by controlling, with an air-conditioner control unit
(hereinafter termed "air-conditioner ECU") 50, several
air-conditioning devices (actuators) on an air-conditioning unit 1
to air-condition an automobile passenger compartment.
The air-conditioning unit 1 is mounted on the front side within the
passenger compartment, and is provided with an air-conditioner
case, or housing, 2 that forms an inner/outer-air bi-level unit.
This air-conditioner case 2 is structured by joining an
inner/outer-air switching unit, a centrifugal blower, and a
vent-switching unit sequentially at an air-upstream side.
As shown in FIG. 1 and FIG. 3, the inner/outer-air switching unit
is for taking at least one or both of passenger-compartment inner
air or air from outside of the passenger-compartment into the
air-conditioner case 2. The inner/outer-air switching unit includes
an inner/outer-air switching box 3 including an air uppermost
upstream-side portion, and first and second inner/outer-air
switching doors 4, 5 that are freely rotatable inside this
inner/outer-air switching box 3.
A first inner-air intake port 6 is formed at one end portion of the
inner/outer-air switching box 3. A second inner-air intake port 7
and an outer-air intake port 8 are formed at the other end portion
of the inner/outer-air switching box 3.
The first inner/outer-air switching door 4 is a door of planar
shape that opens and closes the first inner-air intake port 6. The
second inner/outer-air switching door 5 is a door of planar shape
that opens and closes the second inner-air intake port 7 and the
outer-air intake port 8. Servomotors 4a, 5a, (refer to FIG. 8) and
a link mechanism (not illustrated) are interconnected with the
first and second inner/outer-air switching doors 4, 5 respectively
to rotate the doors.
Referring again to FIG. 1, an air filter 9 for capturing foreign
matter such as dust or dirt in the air to clean the air is
incorporated within the inner/outer-air switching box 3. A passage
10 communicating the second inner-air intake port 7 or the
outer-air intake port 8 and the first inner-air intake port 6 is
formed in the inner/outer-air switching box 3. Accordingly, the
first inner/outer-air switching door 4 fully closes the
communicating passage 10 when the first inner-air intake port 6 is
fully opened as shown in FIG. 1, and fully opens the communicating
passage 10 when the first inner-air intake port 6 is fully closed
as shown in FIG. 3.
As shown in FIG. 1, the centrifugal blower is disposed
substantially in the central interior of the inner/outer-air
switching box 3, and includes first and second centrifugal fans 11,
12, and a blower motor 13, enabled by a blower drive circuit 13a,
to drive the first and second centrifugal fans 11, 12. Herein, the
first and second centrifugal fans 11, 12 are integrally formed,
with the diameter of the second centrifugal fan 12 being smaller
than that of the first centrifugal fan 11.
The first and second centrifugal fans 11, 12 are housed
respectively within first and second scroll-casing portions 16, 17
wherein first and second intake ports 14, 15 formed on an
air-intake side thereof present a bell-mouth configuration. The
terminus portions (air-blowing side) of the first and second
scroll-casing portions 16, 17 share a partitioning panel 29, and
communicate with first and second air passages 18, 19,
respectively.
Referring to FIG. 2, disposed within the air-conditioner case 2
that forms the vent-switching unit is an evaporator 20, which is
part of a refrigeration cycle. The refrigeration cycle is made up
of a compressor to compress and discharge refrigerant by a drive
force from the automobile engine, a condenser to condense and
liquefy compressed refrigerant, a receiver to separate the
condensed refrigerant into vapor and liquid and allow only liquid
refrigerant to flow downstream, an expansion valve to
pressure-reduce and expand liquid refrigerant, and the
above-described evaporator 20 to evaporate pressure-reduced and
expanded refrigerant (note that only the evaporator is shown).
The evaporator 20 is affixed within a partitioning panel 29 which
will be described later, to block the entire surface of an internal
space of the air-conditioner case 2. The evaporator 20 chills air
passing through the evaporator 20 and dehumidifies air passing
through the evaporator 20. That is to say, the evaporator 20 is
made up of a first chilling portion to chill air flowing within the
first air passage 18 and a second chilling portion 19 to chill air
flowing within the second air passage 19.
The compressor is interconnected with an electromagnetic clutch
(not shown) to intermittently convey rotational drive power from
the automobile engine to the compressor. During engagement of the
clutch, rotational power of the engine is conveyed to the
compressor, and an air-chilling effect is exerted by the evaporator
20. When the clutch is disengaged, the engine and the compressor,
and thus the chilling effect exerted by the evaporator 20, are
interrupted.
A heater core 21 is provided on an air-downstream side of the
evaporator 20 to reheat chilled air which has passed through the
evaporator 20. As shown in FIG. 2 and FIG. 4, this heater core 21
forms first and second bypass passages 22, 23 through which chilled
air can bypass the heater core 21. Coolant water which has cooled
the engine flows within the heater core 21, and the heater core 21
utilizes this coolant water as a heat source to reheat chilled
air.
The heater core 21 is oriented within the partitioning panel 29 in
the case 2 in a manner that is angled with respect to the vertical
orientation of the evaporator. The heater core 21 includes a first
heating portion to heat air flowing within the first air passage
18, and a second heating portion to heat air flowing within the
second air passage 19. Main and sub air-mixing doors 24, 25 of
planar shape are rotatably joined to the panel 29 at the
air-upstream side of the heater core 21.
The main and sub air-mixing doors 24, 25 are interconnected to an
air-mixing door actuator 27 (FIGS. 6A-6B) incorporating a
servomotor 26 (FIG. 8) therewithin, and a door-interlock device 28
(FIGS. 6A-6B). The main and sub air-mixing doors 24, 25 are
selectively rotated by the air-mixing door actuator 27.
More specifically, the main and sub air-mixing doors 24, 25 vary
continuously (linearly) from a fully closed state (0%) to a fully
open state (100%) as the target opening degree of the servomotor 26
(servomotor opening degree: SWO) increases. Due to this, the main
and sub air-mixing doors 24, 25 function as first and second
blowing-temperature regulating units by regulating the air quantity
passing through the heater core 21 and air quantity passing through
the first and second bypass passages 22, 23.
As shown in FIG. 2 and FIG. 4, the partitioning panel 29 partitions
the interior of the vent-switching unit, thereby forming the first
air passage 18 through which chiefly inner air flows and the second
air passage 19 through which chiefly outer air flows. The
evaporator 20 and the heater core 21 straddle the first air passage
18 and the second air passage 19.
The first air passage 18 is an inner-air path for inner air taken
in chiefly from the first inner-air intake port 6 and blown from a
front foot (FrFOOT) opening portion 30 and a rear foot (RrFOOT)
opening portion 31 through a front foot vent 32 and a rear foot
vent (not illustrated).
The second air passage 19 is an outer-air path for outer air taken
in chiefly from the outer-air intake port 8 and subsequently blown
from a defroster (DEF) opening portion 33 and a face (FACE) opening
portion 34 through a defroster (DEF) vent 35, a center face vent
36, and a side face vent (FIG. 5).
The partitioning panel 29 is a partitioning member that partitions
the interior of the air-conditioner case 2 to form the first air
passage 18 and the second air passage 19. Referring to FIG. 2,
first and second air-influx passages 38, 39 communicating the first
air passage 18 and the second air passage 19 are formed on the
lowermost air-downstream side. The first and second air-influx
passages 38, 39 are opened and closed by an inner-air foot door 41
and a foot door 42 which will be described later. The first
air-influx passage 38 corresponds to a communicating passage
according to this invention.
A front foot duct (not illustrated) is connected to the FrFOOT
opening portion 30. Mainly warm air is blown toward the foot area
of a rider in a front seat from the FrFOOT vent 32, which is the
lowermost air-downstream side end of this front foot duct. A rear
foot duct (not illustrated) is connected to the RrFOOT opening
portion 31. Mainly warm air is blown toward the foot area of a
rider in a rear seat from the RrFOOT vent, which is the lowermost
air-downstream side end of this rear foot duct. A defroster duct
(not illustrated) is connected to the DEF opening portion 33.
Mainly warm air is blown from toward the inner surface of the
windshield the DEF vent 35, which is the lowermost air-downstream
side end of this defroster duct.
A center face duct and a side face duct (both not illustrated) are
connected to the FACE opening portion 34. Conditioned air
introduced in the center face duct is blown toward the head and
chest area of a rider in the front seat from the center FACE vent
36, which is the lowermost air-downstream side end of the center
face duct. Further, conditioned air introduced in the side face
duct is blown toward the head and chest area of a rider in the
front seat or toward a side window glass from the side FACE vent
37, which is the lowermost air-downstream side end of the side face
duct.
Accordingly, the inner-air foot door 41, the foot door 42, a
defroster door 43, and a face door 44 are located on the
air-upstream side of the several opening portions 30, 31, 33, 34
and the first and second air-influx passages 38, 39.
The inner-air FOOT door 41 is a vent-switching door to open and
close the first air-influx passage 38 communicating the first air
passage 18 with the FrFOOT vent 32 and the RrFOOT opening portion
31. The FOOT door 42 is a vent-switching door to open and close the
second air-influx passage 39 linking the first and second air
passages 18, 19 with the FrFOOT vent 32 and the RrFOOT opening
portion 31. The DEF door 43 is a vent-switching door to open and
close an air-influx passage to the defroster duct, and the FACE
door 44 is a vent-switching door to open and close an air-influx
passage to the center face duct.
The inner-air FOOT door 41, similar to the main and sub air-mixing
doors 24, 25, interconnects the air-mixing door actuator 27
incorporating the servomotor 26 (refer to FIG. 8) therewithin, and
the door-interlock device 28. The inner-air FOOT door 41 rotates
due to drive by the air-mixing door actuator 27. That is to say,
the opening degree of the inner-air FOOT door 41 varies
continuously (linearly) from a fully closed state (0%) of the first
air-influx passage 38 to a fully open state (100%) as the target
opening degree of the servomotor 26 (SWO) increases.
Additionally, the remaining vent-switching doors 42 through 44 are
interconnected by a servomotor 45 (refer to FIG. 8) and a link
mechanism (not illustrated) as an actuator, and are driven by the
servomotor 45. That is to say, the several vent-switching doors 41
through 44 move due to the servomotor 45 driving the link
mechanism, so that the several vent modes are obtained.
The air-influx passage to the side face duct is not opened and
closed by the several vent-switching doors 41 through 44. Rather, a
vent grille (not illustrated) by which a rider manually opens and
closes the side FACE vent 37 is provided near the side FACE vent
37.
The structure of the air-mixing door actuator 27 and the
door-interlock device 28 will be described next with reference to
FIGS. 6A-6B and FIG. 7. Herein, FIGS. 6A-6B depict the door
interlock of the main and sub air-mixing doors 24, 25 and the
inner-air FOOT door 41, and FIG. 7 is a characteristic diagram
indicating the inner-air FOOT door opening degree and the main and
sub air-mixing door opening degrees with respect to the servomotor
opening degree.
Referring to FIGS. 6A-6B, the air-mixing door actuator 27
corresponds to the actuator according to this invention. The
air-mixing door actuator 27 is securely tightened together with and
fastened to an outer-wall surface of the air-conditioner case 2 by
a fastener such as a screw, and incorporates therewithin a drive
mechanism of the servomotor 26 and a potentiometer 56. Accordingly,
a first output lever 71 for rotating the main and sub air-mixing
doors 24, 25 with fulcra (rotating shafts 24a and 25a) as centers
and a second output lever 72 for rotating the inner-air FOOT door
41 with a fulcrum (rotating shaft 41a) as a center are fixed to an
output shaft 70 of the servomotor 26. Engagement pins 71a, 72a,
which rotate integrally with the first and second output levers 71,
72 are provided at end portions of the first and second output
levers 71, 72.
The door-interlock device 28 interconnects the main and sub
air-mixing doors 24, 25 and the inner-air FOOT door 41 to
mechanically interlock with the single servomotor 26. This
door-interlock device 28 includes an air-mixing door link mechanism
73 to interconnect the main and sub air-mixing doors 24, 25 with
the air-mixing door actuator 27, and a FOOT-door link mechanism 74
to interconnect the inner-air FOOT door 41 with the air-mixing door
actuator 27.
The air-mixing door link mechanism 73 includes a main link plate
75, an interconnecting plate 76 having an end portion rotatably
interconnected an end portion of the main link plate 75, an
interconnecting plate 77 having
a first end portion rotatably interconnected to another end portion
of the interconnecting plate 76, and a sub link plate 78 having an
end portion rotatably interconnected to another end portion of the
interconnecting plate 77. The main link plate 75 has an engagement
hole 75a in which the engagement pin 71a of the first output lever
71 is secured. The rotating shafts 24a, 25b of the main and sub
air-mixing doors 24, 25 are fixed to the main and sub link plates
75, 78, respectively.
The engagement hole 75a of the main link plate 75 is shaped so that
the main link plate provides a certain degree of play, or lost
motion, to the engagement pin 71a corresponding to a first
operation pattern (air-mixing door operation pattern) of the main
and sub air-mixing doors 24, 25. As shown in the characteristic
diagram of FIG. 7, this first operation pattern moves the main and
sub air-mixing doors 24, 25 in correspondence with the servomotor
opening degree (SWO) to rotate the main and sub air-mixing doors
24, 25 from a fully closed state (MAX COOL) to a fully open state
(MAX HOT) in an interval where the target opening degree of the
servomotor 26 is from a first predetermined value (for example 0%)
up to a second predetermined value (for example 80%).
The FOOT door link mechanism 74 includes a main link plate 79, an
interconnecting plate 80 having an end portion rotatably
interconnected to the main link plate 79, and a sub link plate 81
rotatably interconnected to another end portion of the
interconnecting plate 80. The main link plate 79 has an engagement
hole 79a in which the engagement pin 72a of the second output lever
72 is secured, and rotates with a fulcrum 79b as the center. The
rotating shaft 41a of the inner-air FOOT door 41 is fixed to an end
portion of the sub link plate 81.
The engagement hole 79a of the main link plate 79 is formed in a
shape corresponding to a second operation pattern (inner-air FOOT
door operation pattern) of the inner-air FOOT door 41. As shown in
the characteristic diagram of FIG. 7, this second operation pattern
moves the inner-air FOOT door 41 in correspondence with the
servomotor opening degree (SWO) to rotate the inner-air FOOT door
41 from a fully closed state (MAX COOL) to a fully open state (MAX
HOT) in an interval where the servomotor opening degree (SWO) is
from the second predetermined value (for example 80%) up to a third
predetermined value (for example 100%). That is to say, a
predetermined amount of play is provided by the engagement hole 79a
so that the inner-air FOOT door 41 does not open when the
servomotor opening degree (SWO) ranges from the first predetermined
value (for example 0%) to the second predetermined value (for
example 80%). In other words, the main link plate 79 is structured
as a lost-motion type link.
The structure of a control system according to this embodiment will
be described next with reference to FIG. 8, which is a block
diagram depicting the control system of an air conditioner for
hybrid-automobile use.
Respective sensor signals from an inner-air temperature sensor 51
to detect air temperature within the passenger compartment and from
an outer-air temperature sensor 52 to detect air temperature
outside the passenger compartment are input to the air-conditioner
ECU 50 to control the several air-conditioning devices of the
air-conditioning unit 1.
Additionally, respective sensor signals from a sunlight sensor 53
to detect a quantity of sunlight entering the passenger
compartment, from a post-evaporator temperature sensor 54 to detect
the air-cooling degree of the evaporator 20, from a coolant-water
temperature sensor 55 to detect the temperature of coolant water
flowing into the heater core 21, and from the potentiometer 56
incorporated within the air-mixing door actuator 27 are input to
the air-conditioner ECU 50.
Among the foregoing, the post-evaporator temperature sensor 54 is,
in specific terms, a post-evaporator temperature-detecting unit
which is a thermistor or the like to detect air temperature on the
first air passage 18 side immediately after passing through the
evaporator 20. The potentiometer 56 is a servomotor opening-degree
detecting unit to detect the actual opening degree of the main and
sub air-mixing doors 24, 25 and the actual opening degree of the
inner-air FOOT door 41 by detecting the actual opening degree (SW)
of the servomotor 26.
Accordingly, a microprocessor of known art, including a CPU, ROM,
RAM, and the like (not illustrated) is disposed within the
air-conditioner ECU 50. The structure is such that signals from the
various above-described sensors 51 through 55 are input to the
microprocessor after analog-to-digital by an input circuit (not
illustrated) within the air-conditioner ECU 50. The air-conditioner
ECU 50 is supplied with power from a battery (not illustrated) when
an ignition switch (not illustrated) of the engine is switched
on.
Switch signals from several switches on a control panel 60 disposed
in a substantially central portion of an instrument panel P in the
passenger compartment are input to the air-conditioner ECU 50.
Herein, as shown in FIG. 9, the several switches on the control
panel 60 are an air-conditioner (A/C) switch 61 for instructing
starting or stopping of a compressor, an inner/outer-air selector
switch 62 for switching an intake mode, a temperature-setting lever
63 for setting the temperature within the passenger compartment to
a desired temperature, an air-quantity selector lever 64 for
switching the amount of blown air of the first and second
centrifugal fans 11 and 12, a vent selector switch 65 for switching
the vent mode, and so on.
In a case where the lever position of the air-quantity selector
lever 64 among the foregoing is set to OFF, the blower motor 13 is
disabled. In a case where the lever position is at AUTO, the blower
voltage of the blower motor 13 is automatically controlled.
Further, in a case where the lever position is at LO, ME, or HI,
the blower voltage of the blower motor 13 is fixed respectively at
a minimum value, an intermediate value, or a maximum value.
Accordingly, the vent selector switch 65 includes a face (FACE)
button 65a for fixing at a face mode, a bi-level (B/L) button 65b
for fixing at a B/L mode, a foot (FOOT) button 65c for fixing at a
FOOT mode, a foot-defroster (F/D) button 65d for fixing at an F/D
mode, and a defroster (DEF) button 65e for fixing at a DEF
mode.
Next, a method of control implemented by the air-conditioner ECU 50
according to this embodiment will be described with reference to
FIG. 10 through FIG. 16. Herein, FIG. 10 is a flow diagram showing
basic control processing by air-conditioner ECU 50.
When the ignition switch is switched on and power is supplied to
the air-conditioner ECU 50, the routine in FIG. 10 is started, and
various initializations and initial settings are performed (step
S1).
Next, switch signals are read from several switches such as the
inner/outer-air selector switch 62, the temperature-setting lever
63, and the vent selector switch 65 (step S2).
Next, analog-to-digital converted signals of the several sensor
signals from several sensors such as the inner-air temperature
sensor 51, the outer-air temperature sensor 52, the sunlight sensor
53, the post-evaporator temperature sensor 54, the coolant-water
temperature sensor 55, and the potentiometer 56 are read (step
S3).
Next, a target blown-air temperature (TAO) of air blown into the
passenger compartment is calculated (determined) on a basis of
Equation 1, which is stored in ROM (step S4).
Here, TSET is a temperature set with the temperature-setting lever,
TR is inner-air temperature detected by the inner-air temperature
sensor 51, TAM is outer-air temperature detected by the outer-air
temperature sensor 52, and TS is amount of sunlight detected by the
sunlight sensor 53. KSET, KR, KAM, and KS are gain, and C is a
constant for compensation use.
Next, blower voltage corresponding to the target blown-air
temperature (TAO) is calculated from a characteristic diagram (FIG.
11) stored in ROM (step S5).
Next, an intake-port mode corresponding to the target blown-air
temperature (TAO) is calculated from a characteristic diagram (FIG.
12) stored in ROM (step S6). Herein, in a case of automatic
control, the intake-port mode is determined so that an inner-air
re-circulating mode, an inner/outer-air bi-level mode, or outer-air
introduction mode is assumed as the target blown-air temperature
(TAO) goes from a low temperature to a high temperature.
Additionally, when the inner/outer-air selector switch 62 has been
operated by a rider, that is, in a case of manual control, the
intake-port mode is fixed at either the inner/outer-air bi-level
mode or the outer-air introduction mode.
Next, a vent mode corresponding to the target blown-air temperature
(TAO) is calculated from a characteristic diagram (FIG. 13) stored
in ROM (step S7). Herein, in a case of automatic control, the vent
mode is determined so that the FACE mode, the B/L mode, the FOOT
mode, or the F/D mode is assumed as the target blown-air
temperature (TAO) goes from a low temperature to a high
temperature.
Additionally, when the vent selector switch 65 has been operated by
a rider, that is, in a case of manual control, the vent mode is
fixed at the vent mode set by either the FACE button 65a, the B/L
button 65b, the FOOT button 65c, the F/D button 65d, or the DEF
button 65e of the vent selector switch 65 on the control panel 60.
It is also acceptable to determine the vent mode solely by manual
control.
Next, the subroutine of FIG. 14 starts, and the target opening
degree of the servomotor 26 (SWO) is determined (step S8).
Next, control signals are output to the blower drive circuit 13a
and the servomotors 26, 45 to obtain the several control states
calculated or determined in the several steps S5 through S8.
Further, control signals are output to the servomotors 4a, 5a to
drive the first and second inner/outer-air switching doors 4, 5
(step S9).
Accordingly, in step S10, the elapse of t which is the control
cycle time (for example 0.5 sec. to 10 sec.) is awaited, and
control processing returns to step S2.
Control processing for determining the servomotor opening degree
will be described next with reference to FIG. 14 through FIG. 17.
Herein, FIG. 14 is a flow diagram indicating control processing for
determining the servomotor opening degree.
First, when the subroutine of FIG. 14 starts, a provisional target
opening degree of the servomotor 26 (KSW) to interlock the main and
sub air-mixing doors 24, 25 and the inner-air FOOT door 41 is
calculated on a basis of Equation 2, which is stored in ROM (step
S11).
Here, TE is the post-evaporator temperature detected by the
post-evaporator temperature sensor 54, and TW is the coolant-water
temperature detected by the coolant-water temperature sensor
55.
Next, the vent mode determined in step S7 is discriminated. Here it
is determined whether or not the vent mode is the FOOT mode or the
F/D mode (step S12). In a case of an affirmative determination, the
target opening degree of the servomotor 26 (SWO) corresponding to
the provisional target opening degree (KSW) of the servomotor 26 is
calculated from a characteristic diagram (FIG. 15) stored in ROM
(step S13).
In a case of a negative determination at step S12, the target
opening degree of the servomotor 26 (SWO) corresponding to the
provisional target opening degree (KSW) of the servomotor 26 is
calculated from a characteristic diagram (FIG. 16) stored in ROM
(step S14). Here, the difference between FIG. 15 and FIG. 16 is
that the maximum values of the servomotor opening degree (SWO)
differ, so that the inner-air FOOT door 41 does not open in a vent
mode other than the FOOT mode or the F/D mode, so that it is
difficult for SWO to reach 80% or more.
Next, the servomotor 26 is controlled so that the actual opening
degree of the servomotor 26 detected by the potentiometer 56 (SW)
coincides with the servomotor opening degree (SWO) determined in
step S13 or step S14 (step S15). Thereafter, processing exits the
subroutine shown on FIG. 14.
The characteristic diagrams of FIG. 15 and FIG. 16 are according to
a multiple linear approximation formula (three-line approximation
formula), but this multiple linear approximation formula corrects a
nonlinear temperature-control characteristic of the
air-conditioning unit 1. Generally, as shown in the graph of FIG.
17, the relationship between the air-mixing door opening degree and
the actual blowing temperature is nonlinear. Therefore, when the
servomotor opening degree (SWO) is calculated from the provisional
servomotor opening degree (KSW), the temperature-control
characteristic of the air-conditioning unit 1 is set to become
larger in a region where the temperature-control characteristic is
flat, and to become smaller in a region where the
temperature-control characteristic rises.
Next, the mode of operation of the several air-conditioning devices
of the air-conditioning unit 1 according to the present embodiment
will be described briefly with reference to FIGS. 1 through 17.
FIG. 6A illustrates a state of the door-interlock device 28
representing MAX COOL of the main and sub air-mixing doors 24, 25,
and FIG. 6B illustrates a state of the door-interlock device 28
representing MAX HOT. Additionally, FIG. 6A illustrates a state of
the door-interlock device 28 representing a fully opened state of
the inner-air FOOT door 41, and FIG. 6B illustrates a state of the
door-interlock device 28 representing a fully closed state of the
inner-air FOOT door 41.
When the FACE button 65a or the B/L button 65b of the vent selector
switch 65 is pressed and the FACE mode or the B/L mode is
initiated, when SWO is calculated to be less than or equal to 0
(%), the main and sub air-mixing doors 24, 25 are controlled at a
position (MAX COOL) passing all of the chilled air from the
evaporator 20 to the first and second bypass passages 22, 23.
Further, when SWO is calculated to be greater than or equal to 80
(%), the main and sub air-mixing doors 24, 25 are controlled at a
position (MAX HOT) passing all of the chilled air from the
evaporator 20 to the heater core 21.
Accordingly, when SWO is calculated to be greater than 0 (%) and
less than 80 (%), the main and sub air-mixing doors 24, 25 are
controlled at a position passing the chilled air from the
evaporator 20 both to the heater core 21 and to the first and
second bypass passages 22, 23. However, as shown in FIG. 7 and FIG.
8, the inner-air FOOT door 41 never opens the first air-influx
passage 38, even when the servomotor opening degree (SWO) changes
from the first predetermined value (for example 0%) to the second
predetermined value (for example 80%); that is, even when the main
and sub air-mixing doors 24 and 25 rotate from MAX COOL to MAX
HOT.
Herein, calculation is such that the provisional servomotor opening
degree (KSW) becomes 100% or more when coolant-water temperature
(TW) is low, even if hypothetically the target blown-air
temperature (TAO) is a low temperature. However, as shown in the
characteristic diagram of FIG. 16, the servomotor opening degree
(SWO) never exceeds 80%, and so even in this case the inner-air
FOOT door 41 never opens the first air-influx passage 38. Due to
this, in a case where the vent mode is the FACE mode or the B/L
mode, leakage of conditioned air from the FrFOOT vent 32 or the
RrFOOT vent cannot occur.
In a case where the FOOT button 65c or the F/D button 65d of the
vent selector switch 65 is pressed and the FOOT mode or the F/D
mode is effected, when the provisional servomotor opening degree
(KSW) becomes 100% or more, the servomotor opening degree (SWO)
easily exceeds 80%, as shown in the characteristic diagram of FIG.
16. In this case, temperature control of warm air blown from the
FrFOOT vent 32 and the RrFOOT vent can be performed in
correspondence with the opening degree of the inner-air FOOT door
41 by the inner-air FOOT door 41 opening the first air-influx
passage 38, and an inner/outer-air bi-level mode can be formed as
the intake-port mode.
Herein, in a case where the target blown-air temperature (TAO) is
an intermediate value and the intake mode is determined to be the
inner/outer-air bi-level mode, as shown in FIG. 1 the inner air
taken into the inner/outer-air switching box 3 from the first
inner-air intake port 6 by the rotation of the first centrifugal
fan 11 passes through the first intake port 14, is taken into the
first scroll-casing portion 16, and enters the first air passage
18, as shown by the unbroken-line arrow in FIG. 1. Accordingly, the
inner air which has entered the first air passage
18 is chilled while passing through the first chilling portion of
the evaporator 20 and becomes chilled air, and thereafter passes
through the first heating portion of the heater core 21 and flows
into the first air-influx passage 38, as shown by the unbroken-line
arrow in FIG. 2.
Accordingly, the inner air has which has passed through the first
air passage 18 flows into the first air-influx passage 38, passes
through the Fr and RrFOOT opening portions 30, 31, and is blown
from the FrFOOT vent 32 toward the feet of a rider in the front
seat in the passenger compartment and also from the RrFOOT vent
toward the feet of a rider in the front seat in the passenger
compartment, as shown by the unbroken-line arrow in FIG. 2.
Meanwhile, the outer air taken into the inner/outer-air switching
box 3 from the outer-air intake port 8 by the rotation of the
second centrifugal fan 12 passes through the second intake port 15,
is take into the second scroll-casing portion 17, and enters the
second air passage 19, as shown by the broken-line arrow in FIG. 1.
Accordingly, the outer air which has entered the second air passage
19 is chilled while passing through the second chilling portion of
the evaporator 20 and becomes chilled air, and thereafter passes
through the second heating portion of the heater core 21 and flows
into the second air-influx passage 39, as shown by the broken-line
arrow in FIG. 2.
Accordingly, a portion of the outer air has which has passed
through the second air passage 19 is blown together with the inner
air from the FrFOOT vent 32 toward the feet of a rider in the front
seat in the passenger compartment, and the remainder is blown from
the DEF vent 35 toward the inner surface of the windshield, as
shown by the broken-line arrow in FIG. 2.
In a case where the target blown-air temperature (TAO) is high and
the intake-port mode has been determined to be the outer-air
introduction mode, the outer air taken into the inner/outer-air
switching box 3 from the outer-air intake port 8 by the rotation of
the first centrifugal fan 11 passes through the communicating
passage 10, is taken into the first scroll-casing portion 16, and
enters the first air passage 18, as shown by the broken-line arrow
in FIG. 3.
Meanwhile, the outer air taken into the inner/outer-air switching
box 3 from the outer-air intake port 8 by the rotation of the
second centrifugal fan 12 passes through the second intake port 15,
is taken into the second scroll-casing portion 17, and enters the
second air passage 19, as shown by the broken-line arrow in FIG. 3.
Accordingly, the outer air which has entered the first and second
air passages 18, 19 is chilled while passing through the evaporator
20 and becomes chilled air, and thereafter passes through the
heater core 21.
Accordingly, the outer air has which has passed through the first
and second air passages 18, 19 is mixed on the air-downstream side
of the heater core 21 and becomes conditioned air of optimal
temperature, as shown by the broken-line arrow in FIG. 4. Most of
the conditioned air is blown from the FrFOOT vent 32 and the RrFOOT
vent toward the feet of a rider in the front seat, and a portion of
the conditioned air is blown from the DEF vent 35 toward the inner
surface of the windshield.
As was described above, the air-conditioning unit 1 according to
this embodiment is structured to mechanically interlock the main
and sub air-mixing doors 24, 25 and the inner-air FOOT door 41 with
the single servomotor 26 via the door-interlock device 28, as shown
in the characteristic diagrams of FIGS. 6A, 6B and FIG. 7. For this
reason, the number of actuators driving various doors such as the
intake-port switching door, the air-mixing doors, and the
vent-switching door is reduced, and layout of wiring for control
use for the servomotors incorporated within these actuators is
simplified, and so product cost of the air-conditioning unit 1 can
be reduced.
Accordingly, in a case where the servomotor opening degree (SWO)
which is the target opening degree of the servomotor 26 is 0% (the
first predetermined value) or less, the opening degree of the main
and sub air-mixing doors 24, 25 and the opening degree of the
inner-air FOOT door 41 are also 0%. As SWO increases in the
interval where the servomotor opening degree (SWO) is 0% up to 80%,
the air-mixing door opening degree changes from 0% (MAX COOL, fully
closed state) to 100% (MAX HOT, fully open state), but the
inner-air FOOT door opening degree remains unchanged at 0% (fully
closed state). Further, in a case where the servomotor opening
degree (SWO) is 80% (the second predetermined value) or more, the
air-mixing door opening degree remains unchanged at 100%, but the
inner-air FOOT door opening degree changes from 0% up to 100% as
SWO increases.
Accordingly, the calculation characteristic from the provisional
servomotor opening degree (KSW) to the servomotor opening degree
(SWO) when the vent mode is the FOOT mode or the F/D mode is such
that SWO is 80% when KSW is 100%, SWO is 100% when KSW is 105%, and
SWO is 110% when KSW is 110%, as shown in the characteristic
diagram of FIG. 15. Additionally, the calculation characteristic
from KSW to SWO when the vent mode is the FACE mode or the B/L mode
(i.e., other than the FOOT mode or the F/D mode) is such that SWO
is 67% when KSW is 100%, SWO is 80% when KSW is 105%, and SWO is
80% when KSW is 110%, as shown in the characteristic diagram of
FIG. 16.
That is to say, it is more difficult for SWO to reach 80% or more
with the calculation characteristic during other than the FOOT mode
or the F/D mode than with the calculation characteristic during the
FOOT mode or the F/D mode. Consequently, it is more difficult for
the inner-air FOOT door 41 to open during the FOOT mode or the F/D
mode than during the FOOT mode or the F/D mode. Due to this, in a
case of moderate outdoor temperature period, such as during the
spring or autumn, or in a case where the temperature of engine
coolant water supplied to the heater core 21 is a predetermined
temperature (for example 60.degree. C.) or less, even when the main
and sub air-mixing doors 24, 25 assume the MAX HOT position even
when the vent mode is the FACE mode or the B/L mode, it is
difficult for the inner-air FOOT door 41 to open, and so leakage of
conditioned air from the FrFOOT vent 32 and the RrFOOT vent can be
prevented completely.
Additionally, in a case where the intake-port mode is the
inner/outer-air bi-level mode and the vent mode is the FOOT mode or
the F/D mode, the passenger compartment can be heated by taking in
already-warmed high-temperature inner air into the first air
passage 18, heating this inner air with the heater core 21, and
blowing this inner air into the passenger compartment from the
FrFOOT vent 32 and the RrFOOT vent. For this reason, even in a case
of heating the passenger compartment wherein the temperature of the
engine coolant water does not become very high, the heating
performance in the passenger compartment can be improved. Because
of this, the temperature within the passenger compartment can be
automatically controlled to constantly maintain a set temperature.
Moreover, in a case where the intake-port mode is the
inner/outer-air bi-level mode, antifogging performance of the
windshield can be improved by taking low-humidity outer air into
the second air passage 19, heating this outer air with the heater
core 21, and blowing this outer air toward the inner surface of the
windshield from the DEF vent 35.
FIG. 18 depicts a second embodiment according to the present
invention, and is a flow diagram indicating control processing for
determining the servomotor opening degree. In the flow diagram of
FIG. 18, control processing which is identical to the flow diagram
of FIG. 4 is assigned an identical number, and description thereof
will be omitted.
After the provisional servomotor opening degree (KSW) is calculated
at step S11, the intake-port mode determined at step S6 is
discriminated. Herein, it is determined whether the intake-port
mode is the inner/outer-air bi-level mode (step S16). In a case
where this determination is YES, the control processing of step S13
is performed. In a case where this determination is NO, the control
processing of step S14 is performed.
Herein, temperature control in correspondence with the opening
degree of the inner-air FOOT door 41 basically is performed solely
when the intake-port mode is the inner/outer-air bi-level mode.
Because of this, it is sufficient to provide the control processing
of step S16 of the flow diagram in FIG. 18 prior to step S11 of the
flow diagram in FIG. 14 according to the first embodiment. Also, it
is sufficient to cause execution to advance to the control
processing of step S11 when the intake-vent mode is the
inner/outer-air bi-level mode and to cause execution to advance to
the control processing of step S13 when the intake-vent mode is the
inner-air re-circulating mode or the outer-air introduction
mode.
The present invention has been described as having application in
an air conditioner for hybrid-automobile use, but this invention
may also be applied in an all conditioner to heat the passenger
compartment of a vehicle equipped with a diesel engine, or a
lean-burn engine wherein a generated-heat quantity is small.
Additionally, this invention may be employed not solely in an
apparatus of an inner/outer-air bi-level unit wherein the
air-conditioning unit 1 has a first and second air passages 18 and
19, but in an apparatus of an air-conditioning unit having only one
air passage.
With this embodiment, the evaporator 20 of the refrigeration cycle
is employed as the heat exchanger for cooling use and the heater
core 21 taking the coolant water of the travel-use engine as the
heat source for heater use is employed as the heat exchanger for
heating use. However, a heat exchanger incorporating an air-cooling
component such as a Peltier element or an electrical heater may be
employed as the heat exchanger for cooling use. Further, a heater
core taking exhaust heat of the electrical load of a travel-use
motor, an inverter, or the like or combustion heat of a combustion
heater as the heat source for heater use may be employed as the
heat exchanger for heating use.
This embodiment employs the inner-air FOOT door 41 to open and
close the first air-influx passage 38 communicating the first
heating portion (first air passage 18) of the heater core 21 with
the FrFOOT opening portion 30 and the RrFOOT opening portion 31 as
the vent-switching door. However, the other FOOT door 42, DEF door
43, or FACE door 44 may alternatively be employed as the
vent-switching door.
When the FACE door 44 is utilized as the vent-switching door, it is
acceptable to provide as a door-interconnecting unit a first link
mechanism having an engagement hole of a shape corresponding to a
first operation pattern to rotate the FACE door 44 from 100% (fully
open state) to 0% (fully closed state) in an interval where the
target displacement value of the actuator is from the first
predetermined value up to the second predetermined value, and a
second link mechanism having an engagement hole of a shape
corresponding to a second operation pattern to rotate the main and
sub air-mixing doors 24, 25 from MAX COOL to MAX HOT in an interval
where the actuator target displacement value is from the second
predetermined value to the third predetermined value.
While the above detailed description describes the preferred
embodiment of the present invention, the invention is susceptible
to modification, variation and alternation without deviating from
the scope and fair meaning of the following claims.
* * * * *